Angle-cock



(N6 Model.)

W. R'. HOWDON.

ANGLE COCK..

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Il A Y nhlnll. w/mWA :mu N mi a, .0 d ...M 1 24 70 10 www/wwe 54mm/M601WILL/AM Howno/v; a-06 Nif-rn freres VILLIAM R. HOVDON, OF ANNISTON,ALABAMA.

NGLEfCQCK.

SPECIFICATION forming part of Letters Patent No. 545,865,6.atedSeptember 3, 1895.

Application fled July Z7, 1894. Serial No* 518,722. (No model.)

T all whom it may concern,.-

Be it known that I, WILLIAM R. HoWDoN, a citizen of the United States ofAmerica, and a resident of Anniston, in the county of Calhoun and Stateof Alabama,have made a certain new and useful Improvement inAngle-Cocks; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same, referencebeing had to the accompanying drawings, and to letters of referencemarked thereon, which form a part ofV this specification.

The invention is illustrated inthe accompanying drawings, as follows:

Figure 1 is a longitudinal vertical section of the valve-seat andcasing, showing the entire device assembled and the cock open. Fig. 2 isa transverse section of the device with the parts in the same positionas in Fig. l. Fig. 3 is a section of the device like Fig.

` 2 with the exception that the valve is turned into the position whereair may pass from the train-pipe of that car forward to the engineersvalve-vent. Fig. 4 shows a horizontal section through the valve andcasing, showing said valve in the position in which it is shown in Figs.1 and 2. Figs. 5 and 6 are respectively a side elevation and an invertedplan of the valve in the lower end of the main valve. Fig. 7 is a sideelevation, partly in section, of the valve-seat in the lower end of themain valve.

In these figures like reference-characters are uniformly employed in thedesignation of corresponding elements of construction.

A is the casing, which mayobviously be of any forni adequate toreceiving the operative parts. This casing A is perforated verticallyfor the plug-valve B, said valve being preferably tapered and insertedfrom the bottom, the hole a2 in the casing therefor being correlativelyformed. A cap a closes the bottom end of said perforation o?. A passagect enters the said perforation a2 from the airpassage through thecasing, the embouchure of said passage being below the lower end of theplug-valve. A lever G is secured to said plug-valve, whereby it isoperated, stops c, Figs. l and 2, limiting the motion thereof.

Extending completely through the plug' valve is a passage b, registeringwith the airpassage through the casing, andleading from one side of saidplug-valve into the passage h is a passage b', at right angles to thepassage l?. A concentric passage h2 leads from the lower end of saidplug-valve into the pas-f.V

sage b, and a sleeve b4, having its upper end concaved, is screwed intothe said passage h2, whereby a seat is formed for the valve D, whichopens upwardly, being assisted in opening by a spring d interposedbetween said valve and the upper side of the cap a. The spring b3 actsto keep the plug-valve B seated.

The operation of this device is as follows: The plug-valve B beingturned as shown in Fig.` l, the air-brakes may be applied by drawing airfrom the train-pipe, and the reservoirs may be stored as usualinfluid-pressure brake-systems. When the valve is turned as shown in Fig.3, whether it is accidentally or maliciously so turned, the air may,when the engineers valve is turned to service or emergency stop, passfrom the train-pipe through the passage la to the passage b, thencedownwardly through the passage h2 past the valve D into the chamber inthe perforation a2 under the plug-valve, and by way of the passage a tothe air-passage in the cock, thus passing, as it were, around theplug-valve B. This will cause the ybrakes to apply throughout the systemback of this particular anglecock. Y

lVhile the car is standing unattached, the train-pipe pressure will beapplied to the upper side of the valve D and close it against the springd, there being no pressure of `air below said valve, but as soon as theair pressure shall be applied to said under side thereof, it will, withthe assistance of the spring d, open said valve, and the device willthen operate as just above described. Before charging the train-pipewith air, the back hosecoupling should be coupled to the dummy-couplingat the back end of the last `car of the train, in order to prevent lossof air when first charging.

Having thus described my invention,what I claim as new, and desire tosecure by Letters Patent of the United States, is-

l. In an angle-cock, the valve-casing, a valve therein, a passage insaid casing around said valve, and a check valve governing said pas TCOsage and held normally open and adapted to be closed bya preponderancelof pressure on ,top of the vsaid valve.

2. In an angle-cook, a valve-casing, and a plug-valve therein, providedwith a passage adapted to register With the passage inthe casing, asecond passage in said valve one end of which may be brought intoregistry With the passage in said easing and extending through saidvalve,'a by-pass in'the casing extending from the said last nalnedpassage in the valve to a point Where it will enter the passage in theeasing ahead of the pl ug-valve; and a check-valve adapted to be closedon a preponderance of air pressure on top-of said plug-Valve.

8. In an angle-oook, a easing perforated WILLIAM R. HOWDON. Witnesses:

W. E. QUINN,

RUSH LUTTRELL.

